Switch construction



S. WALLWORK.

` s'wncu. CONSTRUCTION.

APPLICATION`F|LED AFR. l8. 1922.

Patented July 25, 1922;.

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f ATTORNEY.

WALLWORK.

SWITCH CONSTRUCTION.

APPLICATION HLED APR. 18. |922.

1,423,703. Patented' July 25, 1922.

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m W92 8, l ATTORNEY;

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SAMUEL WALLWOBK, OF SUMMERVILLE, PENNSYLVANIA.

SWITCH CONSTRUCTION.

Application filed April 18,

To all whom t may concern:

Be it known that 1, SAMUEL WALLwoRK, a citizen of the United States, and a resident of Summerville, in the county of Jefferson and State of. Pennsylvania, have made a new and useful invention in Switch Constructions, of which the following is a specification.

rlhe invention relates to switch constructions of the type in which the main line 1s unbrokein-and particularly to the swinging switch point employed in such switches. T he principal objects of the invention are the provision of an improved construction, (1) particularly adapted to mine work and in which the parts of the switch are reversible and capable of use either in a left hand or right hand switch; (2) which can be cheaply constructed without the use of eX- pensive forgings or castings, and in which provision is made to guard against undue wear and impact in the use of locomotives having their driving wheels groovedy by wear so as to form a flange on each side of the rail. One embodiment of the invention is illustrated in the accompanying drawings wherein:

Figure 1 is an assembly view showing the relation of the switch to the track, the dotted line' indicating the reversal of the switch for use on the other side of the track; Fig. 2 is a plan view of the switch point and associated parts on an enlarged scale; Fig. 3 is a vertical section longitudinally of Fig. 2; and Fig. 4 is an end elevation of the construction of Fig. 2. i

Referring to Fig 1, 1 and 2 are the main track rails both of which are unbroken, 3 and 4 are the rails of the switch which take ofi' of the main track, 5 is the switch point device in which the invention'particularly re sides, and 6 and 7 are cross-over frogs. The switch point device swings about the pivot 8 and is shown in closed position with the bevelled end 9 of the tongue lying over the top of the rail 2. The frog members 6 and 7 have their top surfaces flush with the to of the rail 2 and are provided with upstan ing ribs 10 and 11 which support the wheels of the cars in passing across the rail 2.

The construction of the switch point device will be seen by reference to Figs. 2, 3 and 4. The device is supported upon a wood framework consisting of the planks 12 and cross ties 13, although this may be constructed in Ivarious ways. Upon this is a bearing Specification of Letters Patent. Ptgnjgd July 25, 1922,

1322. Serial No. 554,476.

plate 14 preferably secured to the framework by spikes (not shown). Pivoted to the rear end of the bearing plate by means of the bolt 8 is the movable portion of the device which consists of the channel'l and the tongue 16, such members being secured rigidly together by means of the countersunk bolts 17, 18 and 19 (Figs. 2 and 3). The bolts 19 also serve to secure the bearing block 2O which acts to space the channel 15 above the bearing plate 14 'for the purpose hereinafter set forth. rlhe device is swung about its pivot 8 by means of the bar 21 (Fig. 3) riveted to the bottom of the channel by means of the bolts 22, and moved by suitable switch operating mechanism (not shown).

. The channel lies with its ianges 23 eX- tending upward on either side of the tongue 6, thus providing the grooves 24 and 25 between the flanges and the sides of the tongue. These grooves are designed to receive the Han ges of the wheels passing over the switch, the groove 24 performing this function when the switch is used on the left hand side of the track, as indicated in full linesin Fig. 1, and the groove 25 performing the function when the switch is used on the right hand side of the track as indicated in dotted lines in Fig. 1. The construction of the switch with the two grooves 24 and 25 and with a symmetrical arrangement of parts on the opposite sides of its "longitudinal center line thus enables it to be used either as a right h and switch or a left hand switch, which is a matter of great convenience in mine work where much shifting and relaying of switches is required. The rails 3 and 4 are also so bent with uniform curvature that they may be used either in right'hand or left hand switches by turning them end for end.

ln order to conform to the curvature of the rail 4 the rear ends of the channel flanges 23 arepreferably bent in as indicated at 26 of Fig. 2 while the forward ends are turned out as indicated at 27.

The spacing of the bearing plate 14 at a substantial distance below the top of the main track rail 2, as indicated inFig. 4, is advantageous, as in some cases the locomotive drivers become grooved so that a iiange is provided lying to the outside of the rail, and unless the bearing plate is positioned at the low level indicated, such outside flange will impinge upon the bearing plate when the switch is in open position, thus jarring the track structure at each passage of the locomotive in either direction.

A further advantage oil the device lies in its cheapness. 'lhe reversible switch, capablo of use on either side of the track, can be made as cheaply as a non-re\i'ersible switch, and no large exoensive castings are required as all the parts may be made of.

nel with upwardly extending flanges, a pivot' at the rear end thereof, and a tongue Secured between said flanges and having its forward end bevelled and adapted to lie over the rail of the main line track when the device lis in closed position, the sides of said tongue being spaced away from said `flanges so that a groove is provided for the wheel flanges on each side of thc tongue and the parts on the opposite sides of the center line of the elevico being similar so that it may be used on either side of the track.

2. The combination with a main line track, of a switch point device pivo-ted at its rear end and comprising a tongue having its forward end bevelled and adapted to lie over the rail of the main line track when in closed position, and a iiange on each side of the tongue and spaced away therefrom to provide a liange groove, the construction of the device on the opposite sides of its center line being substantially the same to permit the use of the device on either side of the main line track.

8. The combination with a main line track, of a switch point device comprising a bearing plate extending along the Side of the main line track with its upper surface spaced below the level ofthe top of the main line track rail, and a switch point pivoted at its rear ond to the plate and comprising a tongue having its` 'forward end bevelled and adapted to lieover the rail of the main line track when thepoint is in closed position, and a guard flange spaced awai7 'from the inner sido of the tongue to provide a. groove 'torthe wheel lflanges.

The combination with a main line track, of a switch point device comprising a bearing` plate extending along the side of the main line track, with its upper surface spaced helow the level of the top of the main line track rail, and a switch point pivoted at its rear end te theplate and comprising a tongue having its forward end bevelled and adapted to lie over the rail of the `main line track when the point is in closed position, and a guard Flange spaced away from the inner side ofthe tongue to provide a groove for the wheel flanges and having a bearing block secured to the lower face of the switch point and resting` on the bearing plate.

5. The combination with a main line track, of a switch point device comprising a channel vith upwardly. extending flanges, a pivot at the rear thereof, a tongue secured between said :tlanges and having its forward end bevelled and adapted to lie over the rail of the main line track when the device is in closed position, a bearing plate beneath the channel with its upper face below the level of the top of the main line track rail, and afbearing and spacing block secured to the bottom `of the channel and resting upon the bearing plate.

in testimony whereof, I have hereunto subscribed. my name this 13th day of April, 1922,

SAMUEL VALLWORK. 

